allright now then...there is a sensor on the transmission that has fore cilenders that plug in to the transmission right above the gear linkage...what it this ..my car is running vary sluglish lately and i could not figure it out..so i was changing my oil and i noticed that the sensor was unpluged..oops i forgot to plug it back in when i waz installing my b and m shifter..anywho..i am haveing lot of difficultys pluging it back in...so i may have to lower the trans some to reinsall the sensor.. or could it be my car is just giving up at 190000 miles

thanks chris

 

arent you the one that doesnt run an air filter? id look at the engine oil if u still dont use a filter.

 

lol yea i every 3 thousand miles ...just chaneged it 2 days ago...the oil was fine a little black but fine....

 

sounds like your TCC electrical connection, but i dont believe its above your shift linkage, its on the oppositte side on 700R4's

 

not on mine its not! that could kill my 1st gear exceration couldint

 

See what I tell you 4L60 are different. The connector is right where he says it is.

No air filter, man o man, not going to even touch the slugish problem.

 

my mistake then, and its not because its a 4L60, a 4L60 is a 700R4, go and ask anybody who has chevy knowledge and they will tell you the same


ITS BECAUSE, its a tranny for a 60* V6

i forgot that they are different than the normal 90* 700R4

EVERY and i mean EVERY 700R4, 4L60, or 4L60E i have looked at, played with, or taken apart has the connector on the passenger side of the transmission
and none of those have been for a 60* V6


let me let you in on some info here:

the 60* V6's used what is known as a "baby" 700R4

they used a different case (bolt pattern to the engine being the most obvious change)
a smaller input shaft
AND less clutches inside of the clutch packs


ALSO, begining in the early 90's GM started to change the nomenclature of their transmissions

a turbo 400 (which was produced in trucks until 1990) became known as the 3L80
with a torque capacity rating of "80"


thats 3 forward speeds
longitudinally mounted (RWD)

the 2004R was dropped before this so it has no new name

the 700R4 became know as the 4L60
thats 4 forward speeds
RWD
and a torque capacity rating of "60"

the FWD trannies also followed the same pattern of the name game, most obvious difference being "T" models for transversly mounted example 4T40E

the "E" at the end of the nomeclature stands for electronic

in other words they used an electronic valvebody with shift solenoids, thus deleting the throttle valve (TV) and governor from most trannies


See what i tell you

 

wow that grate info but thats not what i was asking about!...

come on with the slugligh info there almighty....no air filter..so if you send me some i might use up!...**** cost money..just to let you know..now back to the tcc problem...is there an easer way to plug the sensor back in? that i havent figured out yet...o yea 2 1/2 hrs after i parked the car i whent back out to fix all that stuff.. and the trans was still burring the crap out of my hand when i tried to plug the damm sensor in!

 

Get a flash light, I bet you bent a pin or something.

 

maby...thanks for the imput!

 

you must change your fluid ASAP

if you do alot of driving without lock-up your going to heat your trans fluid to extreme temperatures at which, after the ATF spends a certain amount of time with this high temperature it is no good anymore

 

realy damm i didnt know that ...the car has not been runing that hot latly so i will try to plug it back in today..(agin) i hope i dont have to replace it ...that means more $ dammit!

 

Doesn't matter too much if the car's not running hot; it's the trans that heats up. 700r4's (and 4L60's ) run hotter then other transmissions. Your motor could be running cool but the trans could be super hot... and heat kills trans fluid.

Yeah, the plug should click in very easily. And you probably know that the plug only goes on one way, so I'm not going to mention that one. A bent pin would be hell; I believe that the plug "shields" its pins with plastic shrouds... to bend a pin you'd have to actually break the connector.

You could probably get two air filters for very cheap from a junkyard... aren't stock air filters $6 each?

You should be able to buy a new plug from Pep Boys or Autozone or similar. The cost/pain would be if the socket (on the trans) is messed up... then you'd have to drop the pan to change it, and I really don't know where you'd get a new one... a trans shop maybe?

 

well i think i will brake down a buy some air filters i know what can i say im money..

any who i finaly got the plug in and fixed my rear shocks...(they still squeek )

the trans was so hot becouse my dumb *** let it leake a quart and a 1/2 low but this weekand it will be replaced with new trans pan seal filter b and m plug fluid and new "soft lines" where i cut the hard lines to take to trans out...is alot of work but worth it...

 

Actually, it's 600 ft-lbs max rated at the input shaft of the transmission. The 4T80-E is rated for 800 ft lbs.

Here's the breakdown:

4 = 4-speed
L or T = Longitudinal (RWD) , Transverse (FWD)
40, 60, 65, 80, etc x10 = Input shaft max torque rating before shearing the shaft...
-E = Electronic. (PCM controlled shifts via solenoids)

I agree that it could be a bent pin. Be sure the connectors don't have any foreign material in them as well...

 

i cant even begin to tell you how incorrect you are

if a 700R4 could handle 600 ft. lbs. of torque stock, i would use them in all of my cars

"60" is just a rating number

not a figure as in "60 ft. lbs."

please show me where YOU received this information from

again, not trying to start an argument, just want to correct your mistakes

 

I thought the same thing too; that it wasn't based on torque, just on strength. The 4L80 is larger than the 4L60, so if it were just a difference in the strength of the shaft, why would the 4L80 have a larger case?

I'm pretty sure it's like Teal said, it's just a "scale" of strength.

 

thank you Tom

 

Well, don't...

I was apparently given the wrong information... It made sense at the time, so I accepted it without doing any further research myself... My bad...

 

Is there a 4L65 trans? Last issue of hot rod, it said that GM's Chevelle re-make was going to have a 4L65 tranny. Or did GM just strengthen it up a bit and rename it? (laughs)

 

I have two V8 700R4s and they both have the connector on the driver's side, just like the V6 tranny I had. Sorry.

 

Just for reference....didn't the latest F-Bodies, and even the newer vettes (I think?) use the 4L60E?? That would mean that, in essence, GM has been using the same transmission for what, like over 15 years?

By the way, X....if that's your TCC clutch connection, which is what it sounds like, it won't affect your acceleration or vehicle performance. But the car will not engage the converter. Drive it and accelerate fairly slowly some time. Listen and feel for each gear change. Once you get up to, say, 45...most people "feel five". The last one is the torque converter lock-up. Happens over 40 mph and it unlocks when you hit the brakes, decelerate, go down on the throttle more than just barely, etc... If you're unsure, drive at about 45 mph, and toe in on the brake...enough to turn the light on but no enough to slow the car down much. Rpms should go up if the converter disengages. But chances are, yours isn't even engaging at all. Which will cause your trans to overheat like 1991teal mentioned. As for sluggish... Install air filters and clean your throttle body out with some TB cleaner and a rag. See all the crap on the rag? That's the crap that's been drifting freely into your engine because of a lack of filters.

 

My TCC connector's also on the driver's side... I'm pretty sure that didn't change for the 83-92 trannies.

 

i've gone through three of the pathetic 700r4's and they all had the tcc on the d/s (92 astro, 85 camaro, 87 vette)

 

i'll add you to MY list :sillylol: :sillylol: